麻豆传媒在线

Before private railways began extending into the suburbs from terminal stations on the Yamanote Line, Tokyo about 100 years ago was a much smaller city than it is today, with rural countryside spreading outside the Yamanote Line. As population density increased and the living environment deteriorated in the city center, Eiichi Shibusawa and others established the Den-en-toshi Company in 1918, inspired by Ebenezer Howard's Garden City concept. In 1922, the company spun off its railway division to establish Meguro-Kamata Railway as a subsidiary to develop businesses combining railway construction and residential land development.

Thereafter, from the mid-Taisho period to the early Showa period, current private railways such as Keikyu, Seibu, Odakyu, and Tobu, or their predecessor companies, began developing the suburbs of Tokyo. While Howard envisioned a Garden City where work and residence were close together, surrounded by farmland and green belts, in the case of Tokyo, the urban area expanded by developing suburban residential areas as bedroom communities for people commuting to the city center.

The history of the Juku is not unrelated to such suburban development. It is well known that the opening of the Hiyoshi Campus in 1934 was triggered by an invitation from Meguro-Kamata Railway and Tokyo-Yokohama Railway (now Tokyu). The attempt to attract university campuses to promote railway use by students and faculty, and to improve the image of residential subdivisions carved out of rural areas, was a method commonly adopted in private railway management at the time, as seen in the cases of Tokyu attracting the Prefectural Higher School (Tokyo Metropolitan University) and Tokyo Higher Technical School (Tokyo Tech), or Seibu attracting Tokyo University of Commerce and Tsuda University.

When railway operators plan the construction of new lines or mutual direct operations, they advocate for improved convenience in movement and transport and the development of areas along the lines, and it is a fact that such effects have actually been realized. However, observing historical cases, the development of railway networks has not always contributed equally to the development of all regions involved in the change. Changes in transportation networks alter the structure of inter-regional competition; while some regions experience population growth and industrial development, others lose their population and commercial spheres to other areas.

This year, marking the 100th anniversary of Tokyu's opening, scheduled for next spring were announced. Through direct operation with the Toyoko and Meguro Lines, the convenience of commuting to the city center for residents along the Sotetsu Line will increase dramatically. Furthermore, it is expected that access to the Shinkansen will become more convenient for residents along the Tokyu lines. Along with this, the Shin-Yokohama area will likely further increase its presence as a commercial and residential district.

However, for example, one often hears that many residents around Hiyoshi have a negative perception, saying, "It will become harder to get a seat for commuting because it will no longer be the starting station." Additionally, the potential lodging areas for students who have lived alone in the Motosumiyoshi, Hiyoshi, and Tsunashima areas will likely expand beyond Shin-Yokohama into the Sotetsu Line area. While there may be benefits such as increased options and lower rents for new students at the Hiyoshi Campus and working professionals commuting to the city center, on the other hand, the competitive environment for rental management along the Toyoko and Meguro Lines may become tougher. The lives of residents along the lines and the businesses located nearby do not necessarily enjoy only benefits.

Changes in the railway network bring about a variety of changes, from small to large. Therefore, for regions affected by these changes, it will be important not to miss the signs of change occurring around them and to find ways to discover new opportunities.

I am in charge of a seminar course that uses the neighborhood of the Hiyoshi Campus as a field. When considering the relationship between students and the community, I have the impression that the degree of interest and attachment to the residential area differs depending on whether students living in areas like Hiyoshi or Motosumiyoshi move to another area after two years upon advancing to Mita Campus, or whether they stay and live in the same place for four years. Since the opening of the Meguro Line, I feel that more students stay in Hiyoshi or Motosumiyoshi from admission to graduation without moving during their studies, but as mentioned above, that range will expand due to the Sotetsu-Tokyu direct operation. In areas where the number of students is expected to increase, the question will be whether the community can involve students as members and whether it is a place where students will want to return someday.

In terms of the impact on the Juku, it comes to mind that the Shonan Fujisawa, Hiyoshi, and Mita Campus will be connected by a single line, and that Hazawa Yokohama-kokudai Station of Yokohama National University—with which there has been no active exchange until now—and Hiyoshi Station will be connected in about 10 minutes. However, such a reduction in travel time does not immediately bring about favorable changes. Whether we can create something that leads to the future will depend on the awareness and actions of those of us involved with the university.